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When Will We See Larger RJs At AA?  
User currently offlineseatback From United States of America, joined Mar 2002, 769 posts, RR: 0
Posted (1 year 8 months 1 week 5 days 13 hours ago) and read 6909 times:

With the pilot contract secured weeks ago, I was expecting we would see some decisions regarding regional flying and possibly an order announcement for larger RJs.

Have I missed something, or is AMR waiting for other issues to be worked out?

68 replies: All unread, showing first 25:
 
User currently offlineLHCVG From United States of America, joined May 2009, 1585 posts, RR: 2
Reply 1, posted (1 year 8 months 1 week 5 days 13 hours ago) and read 6867 times:

Quoting seatback (Thread starter):

Have I missed something, or is AMR waiting for other issues to be worked out?

I think at this point there are still bigger fish to fry - namely, the future direction of AA as-is or a merger with US. Beyond that, you're at a point where (if you're AA mgmt) you have to decide between throwing in E-Jets and/or a few more CR7s now, or just going with larger next-gen planes as they become available (C-Series, MRJ, E-Jet NEO) and keeping what you have with CR7s for the time being. In a US merger you'd get access to a rather large fleet of CR7/9s and E-Jets, so you could always go the UA/CO route of running some of those to AA stations. I do think a large RJ order will be coming in the nearish future, but they are probably still working out the major issues before that at this point.


User currently offlineseatback From United States of America, joined Mar 2002, 769 posts, RR: 0
Reply 2, posted (1 year 8 months 1 week 5 days 12 hours ago) and read 6677 times:

Quoting LHCVG (Reply 1):
In a US merger you'd get access to a rather large fleet of CR7/9s and E-Jets, so you could always go the UA/CO route of running some of those to AA stations. I do think a large RJ order will be coming in the nearish future, but they are probably still working out the major issues before that at this point.

You would think the branding efforts would have been a smaller fish to fry in the overall scheme of things! However, speculation has it that the 319 will probably go to to ORD first, but there's still a capacity gap between the CRJ700 and the A319 which you would think that it would be a priority.


User currently offlineJBo From Sweden, joined Jan 2005, 2349 posts, RR: 0
Reply 3, posted (1 year 8 months 1 week 5 days 11 hours ago) and read 6632 times:

Quoting seatback (Reply 2):
You would think the branding efforts would have been a smaller fish to fry in the overall scheme of things! However, speculation has it that the 319 will probably go to to ORD first, but there's still a capacity gap between the CRJ700 and the A319 which you would think that it would be a priority.

For where AA is at right now, the investment of rebranding your corporate image and emerging from bankruptcy is more important than making a hasty fleet decision. As you stated in your original post, the pilot contract was secured WEEKS ago. It takes longer than a few weeks to secure any sort of aircraft order, any order that comes as a result of this new pilot agreement probably won't be announced for several months.



I'd take the awe of understanding over the awe of ignorance any day.
User currently offlineapodino From United States of America, joined Apr 2005, 4281 posts, RR: 6
Reply 4, posted (1 year 8 months 1 week 5 days 10 hours ago) and read 6401 times:

Here is the question I have? Is an order for larger RJ's going to be made by AA themselves, or is it going to be made by what ever regional wins the contract for said flying? Delta went the route of ordering the CRJ-900's themselves. But usually it is the operating carrier who orders the RJs.

Which also begs the question....how much regional lift is Eagle going to be doing post bankruptcy and will AA seek out addtional partners? They already have Skywest and Expressjet, plus Chautauqua was doing some flying for them as well. Do they give them more flying? Do they bring in someone like an Air Wisconsin, Mesa or GoJet? Or do they wait for a merger and then use PSA and rearrange some flying.


User currently offlinedoulasc From United States of America, joined Dec 2011, 544 posts, RR: 0
Reply 5, posted (1 year 8 months 1 week 5 days 9 hours ago) and read 6334 times:

I am hoping to see E-170 or E-190s come to American Eagle.

User currently offlinecommavia From United States of America, joined Apr 2005, 11711 posts, RR: 62
Reply 6, posted (1 year 8 months 1 week 5 days 9 hours ago) and read 6218 times:

Quoting seatback (Reply 2):
However, speculation has it that the 319 will probably go to to ORD first, but there's still a capacity gap between the CRJ700 and the A319 which you would think that it would be a priority.

I suspect that's probably right. ORD is the place where the need for a jet between the CRJ700 and MD80 was most chronic, so it's only logical the A319 would go there first.

Quoting apodino (Reply 4):
Is an order for larger RJ's going to be made by AA themselves, or is it going to be made by what ever regional wins the contract for said flying? Delta went the route of ordering the CRJ-900's themselves.

My guess is that AA will follow the Delta approach - buy the planes themselves, and then lease them to operators to fly.

Quoting apodino (Reply 4):
how much regional lift is Eagle going to be doing post bankruptcy

Quite a lot, most likely, at least for the first few years.

Quoting apodino (Reply 4):
and will AA seek out addtional partners?

Absolutely.

Quoting apodino (Reply 4):
They already have Skywest and Expressjet, plus Chautauqua was doing some flying for them as well. Do they give them more flying? Do they bring in someone like an Air Wisconsin, Mesa or GoJet? Or do they wait for a merger and then use PSA and rearrange some flying.

It will all come down to money, just like it has at Delta, United and USAirways for years. AA will put out the RFP and award the flying to the "best" bidder (who will in most cases likely be the cheapest).


User currently offlineLHCVG From United States of America, joined May 2009, 1585 posts, RR: 2
Reply 7, posted (1 year 8 months 1 week 5 days 9 hours ago) and read 6176 times:

Quoting JBo (Reply 3):

Going off JBo's point, you can always rejigger a/c placement pretty quickly, but fleet renewal/replacement is a longer-term issue. Assuming for our purposes AA does merge in some form with US, you'd also see some economies of scale in terms of freed up large RJ's from combined routes, so in effect you'd increase the available 2-cabin ASMs throughout the combined network. For instance, routes like DCA-DFW and DCA-ORD would likely consolidate into mostly-mainline service from the combined demand. US currently runs E-Jets to DFW, but they'd probably dump most of those onto AA or US mainline metal running that flight (similar to how UA offers a couple RJ trips to ORD each day but mostly mainline), and likewise to ORD you'd probably see AA upgauge some of the CR7 flights to mainline to fold in the US business that previously had to take UA.

Quoting apodino (Reply 4):

I think the market is now going toward the mainline carrier buying/owning the planes and then divvying them up as they see fit. IIRC CO even owned all, or at least mostly all, of the their ERJ fleet, and DL at one time owned a good bit of their CR7s and CR9s. These days with the regional fragmentation and movement away from in-house regionals, it makes more sense to own the planes yourself so you can distribute them as you see fit and hold that leverage in your negotiations with potential regional partners. You might see the big boys like Republic order some, but overall I'd think a majority will be mainline-owned going forward.


User currently offlineAeroWesty From United States of America, joined Oct 2004, 20679 posts, RR: 62
Reply 8, posted (1 year 8 months 1 week 5 days 8 hours ago) and read 6133 times:

What is the status of Eagle these days? I've not really kept up with all of the sell it/don't sell it business. Is AMR planning on owning and operating Eagle going forward as it has in the past?


International Homo of Mystery
User currently offlineseatback From United States of America, joined Mar 2002, 769 posts, RR: 0
Reply 9, posted (1 year 8 months 1 week 5 days 8 hours ago) and read 6097 times:

Quoting seatback (Reply 2):
making a hasty fleet decision. As you stated in your original post, the pilot contract was secured WEEKS ago. It takes longer than a few weeks to secure any sort of aircraft order,

It wouldn't be a hasty decision. My point is they probably or at least should have been preparing or prepping for when they got the desired contract to pull the trigger on a enacting a RJ strategy. AA knew they were going to get a contract that would serve their advantage.

Quoting LHCVG (Reply 7):
CO even owned all, or at least mostly all, of the their ERJ fleet

It was called ExpressJet.


User currently offlineLHCVG From United States of America, joined May 2009, 1585 posts, RR: 2
Reply 10, posted (1 year 8 months 1 week 5 days 8 hours ago) and read 6058 times:

Quoting seatback (Reply 9):
It was called ExpressJet.

Right, but didn't CO actually own XJ's planes, at least at one point?


User currently offlineiFlyLOTs From United States of America, joined Apr 2012, 488 posts, RR: 0
Reply 11, posted (1 year 8 months 1 week 5 days 8 hours ago) and read 5994 times:

Quoting AeroWesty (Reply 8):
Is AMR planning on owning and operating Eagle going forward as it has in the past?

Last I heard their plan was to sell off Eagle at some point but when they did they (AMR) were going to keep the Eagle name as the regional and force whoever bought out Eagle to change their name. They were also going to start to bring Chautauqua under the Eagle name and get rid of the Connection brand.



"...stay hungry, stay foolish" -Steve Jobs
User currently offlinesancho99504 From United States of America, joined Dec 2005, 570 posts, RR: 0
Reply 12, posted (1 year 8 months 1 week 5 days 7 hours ago) and read 5886 times:

I think E190s might be too large for contract flying, but then again, US was able to get a mainline payscale for it that made it profitable to fly. Before anyone says "then why did US cut the fleet?", they only cut it because they wanted to cut capacity and the E190 wasn't protected from minimum number in the fleet. There are a lot of places where AA could put CR9 on current S80 and CR7 routes and move CR7s to E14X routes and allow A319s for growth in other markets, especially out of LAX and ORD.


kill 'em all and let God sort 'em out-USMC
User currently offlineJBo From Sweden, joined Jan 2005, 2349 posts, RR: 0
Reply 13, posted (1 year 8 months 1 week 5 days 6 hours ago) and read 5711 times:

Quoting iFlyLOTs (Reply 11):
Last I heard their plan was to sell off Eagle at some point but when they did they (AMR) were going to keep the Eagle name as the regional and force whoever bought out Eagle to change their name. They were also going to start to bring Chautauqua under the Eagle name and get rid of the Connection brand.

American Eagle as a corporate entity will most likely adopt a new name should they be divested from AMR (I suggest resurrecting the Simmons name, since Eagle is using the old Simmons certificate), however I think it is a smart move to use the "American Eagle" brand name across the board for all regional operations instead of using both Eagle and Connection.



I'd take the awe of understanding over the awe of ignorance any day.
User currently offlineFWAERJ From United States of America, joined Jun 2006, 3756 posts, RR: 2
Reply 14, posted (1 year 8 months 1 week 5 days 6 hours ago) and read 5619 times:

Quoting LHCVG (Reply 10):
Quoting seatback (Reply 9):
It was called ExpressJet.

Right, but didn't CO actually own XJ's planes, at least at one point?

First off, XE was the old ExpressJet IATA code prior to the merger with ASA and adoption of ASA's EV code. XJ was the code for Mesaba Airlines prior to their consolidation with Pinnacle Airlines (9E).

And yes, XE was once a wholly-owned CO subsidiary, and CO once owned the leases to XE's planes. IIRC, after the split from CO, CO rejected leases and contracts for many of XE's aircraft, which led to the short-lived DL LAX contract, the independent flying experiment, and the PMUA DEN contract.

[Edited 2013-01-22 13:46:33]


"Did he really need the triple bypass? Or was it the miles?"
User currently offlineFWAERJ From United States of America, joined Jun 2006, 3756 posts, RR: 2
Reply 15, posted (1 year 8 months 1 week 5 days 5 hours ago) and read 5596 times:

Quoting JBo (Reply 13):
American Eagle as a corporate entity will most likely adopt a new name should they be divested from AMR (I suggest resurrecting the Simmons name, since Eagle is using the old Simmons certificate)

AMR has said that American Eagle Airlines (MQ) will get a new name regardless of whether AA divests it or not. This is because the American Eagle brand will be more than just MQ.



"Did he really need the triple bypass? Or was it the miles?"
User currently offlineouboy79 From United States of America, joined Nov 2001, 4602 posts, RR: 23
Reply 16, posted (1 year 8 months 1 week 5 days 5 hours ago) and read 5502 times:

Quoting JBo (Reply 13):
American Eagle as a corporate entity will most likely adopt a new name should they be divested from AMR (I suggest resurrecting the Simmons name, since Eagle is using the old Simmons certificate), however I think it is a smart move to use the "American Eagle" brand name across the board for all regional operations instead of using both Eagle and Connection.

Indeed. So if/when this does happen those holding cushy seniority numbers need to jump to mainline quick before they are just another contract nightmare like what Delta did to the connection ground folks.

I do wonder in all of this how much the merger is also playing a part when it comes to MQ's future. If the merger happens, you have two more subsidiaries in PSA and Piedmont that you are going to play with. They are going to need to decide if they want to merge the 3 into one or keep them all separate.


User currently offlineSJUSXM From United States of America, joined Aug 2006, 294 posts, RR: 0
Reply 17, posted (1 year 8 months 1 week 5 days 5 hours ago) and read 5491 times:

Stated with the rebranding last week...

AMR looks to increase large regional capacity in 2013.

http://www.reuters.com/article/2013/...lines-planes-idUSL1E9CHFH520130117



AT7, ER3, ER4, ER5, CR7, E70, E75, F100, M82, M83, 722, 732, 738, 752, 762, 763, AB6, 320, 321, 772, 77W
User currently offlineLHCVG From United States of America, joined May 2009, 1585 posts, RR: 2
Reply 18, posted (1 year 8 months 1 week 5 days 5 hours ago) and read 5489 times:

Quoting FWAERJ (Reply 14):
First off, XE was the old ExpressJet IATA code prior to the merger with ASA and adoption of ASA's EV code. XJ was the code for Mesaba Airlines prior to their consolidation with Pinnacle Airlines (9E).

And yes, XE was once a wholly-owned CO subsidiary, and CO once owned the leases to XE's planes. IIRC, after the split from CO, CO rejected leases and contracts for many of XE's aircraft, which led to the short-lived DL LAX contract, the independent flying experiment, and the PMUA DEN contract.

Thanks for the info and clearing all that up!   


User currently offlineAcey559 From United States of America, joined Jan 2007, 1535 posts, RR: 2
Reply 19, posted (1 year 8 months 1 week 5 days 2 hours ago) and read 5275 times:

Quoting FWAERJ (Reply 15):


Which we are oh so thrilled about, as you can imagine.  


User currently offlineAntoniemey From United States of America, joined Dec 2005, 1572 posts, RR: 4
Reply 20, posted (1 year 8 months 1 week 4 days 18 hours ago) and read 4974 times:

Quoting LHCVG (Reply 7):
IIRC CO even owned all, or at least mostly all, of the their ERJ fleet
Quoting LHCVG (Reply 10):
Right, but didn't CO actually own XJ's planes, at least at one point?

Pretty sure the majority of them are leased and then sub-leased to ExpressJet.

Quoting FWAERJ (Reply 14):
IIRC, after the split from CO, CO rejected leases and contracts for many of XE's aircraft, which led to the short-lived DL LAX contract, the independent flying experiment, and the PMUA DEN contract.

As I understand it, ExpressJet (I'll call them XE for the pre-merger entity) was given the option to relinquish the planes (which CO would then have leased to another operator, presumably Chautauqua) or keep them and find other things to do with them (as long as they weren't flown to CO Hubs). This was done with 60-odd planes, out of a fleet of nearly 300, at the time. XE chose to keep the leases on the planes and operated them independently, for Delta, and for United, eventually. The United contract put all or most of those planes back to work under contract flying. Then they merged into EV. So Continental (the subsidiary of United Continental Holdings that exists for contract purposes) still owns or leases those aircraft and sub-leases them to ExpressJet, unless those titles/leases have been transferred to a different subsidiary or directly to ExpressJet (of which, I believe the former to be more likely).



Make something Idiot-proof, and the Universe will make a more inept idiot.
User currently offlineCRJ900 From Norway, joined Jun 2004, 2191 posts, RR: 1
Reply 21, posted (1 year 8 months 1 week 4 days 17 hours ago) and read 4921 times:
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Quoting sancho99504 (Reply 12):
I think E190s might be too large for contract flying

How about a 90-seat CRJ1000 with 18F + 72Y? Big enough to offer extra capacity but small enough to be allowed as a regional aircraft?



Come, fly the prevailing winds with me
User currently offlineLHCVG From United States of America, joined May 2009, 1585 posts, RR: 2
Reply 22, posted (1 year 8 months 1 week 4 days 12 hours ago) and read 4493 times:

Quoting CRJ900 (Reply 21):
How about a 90-seat CRJ1000 with 18F + 72Y? Big enough to offer extra capacity but small enough to be allowed as a regional aircraft?

Something in that range would be very doable as long as it's kosher with scope - AC Jazz runs those in an 86-seat config I believe. While I too am a fan of large RJs with big F cabins for those routes that can't support mainline but do have decent F traffic, I don't see 18F working here though. You'd probably have to do something like the 12F AC config. 18F is an awful lot of F for anything under 150ish seats that isn't a niche variant for an uber premium market.

Personally I am a bit surprised we haven't seen more CR1Ks, particularly in the US where I'd think it would slot nicely between the 76ish-seat E75/CR9s and the 73G and 319 size, given that carriers don't seem too thrilled with E90s and 717s are hard to come by unless you're DL.

Keep in mind though that the flip side to this coin is that such planes would most definitely be mainline replacements, so while it's nice idea it may not be good insofar as it would be a further reduction in mainline flying. Thus, the pilot's unions are probably unlikely to approve scope that would allow such a plane barring some major concessions elsewhere.


User currently offlineckfred From United States of America, joined Apr 2001, 5251 posts, RR: 1
Reply 23, posted (1 year 8 months 1 week 4 days 11 hours ago) and read 4464 times:

AMR was in talks with Embrear and Canadair about larger aircraft (170/190 and C-Series) before the bankruptcy filing. I would assume that those talks would have continued during the course of bankruptcy.

Depending on how quickly AMR/AA/Eagle exits Chapter 11, as well as the decision on a merger with US, will probably dictate when some sort of order for larger RJs is announced.


User currently offlinejsnww81 From United States of America, joined Jan 2002, 2038 posts, RR: 15
Reply 24, posted (1 year 8 months 1 week 4 days 10 hours ago) and read 4375 times:

Quoting CRJ900 (Reply 21):
How about a 90-seat CRJ1000 with 18F + 72Y? Big enough to offer extra capacity but small enough to be allowed as a regional aircraft?

Selfishly (as an AA frequent flier) I hope AA goes with the E-Jets, simply because the overhead bins can take rollaboards. Waiting in the jetway for a "Valet" checked bag is fine on an ERJ, becomes less enjoyable with a CR7-sized load of passengers and downright miserable on a CR9 when you've got passengers lined up the jetbridge all the way to the terminal door. The E-Jets and the C-Series have more of that "mainline" aircraft feel, where the CRJ-series looks and feels like a regional jet that's been stretched and stretched and stretched. I've been flying CR7s on ORD-IAH-ORD every week for the last four months, and I definitely wouldn't mind something with more headroom, larger windows and bigger bins. Now that it's winter, that queue in the jetway at ORD waiting for Valet bags is one of the lowest (and coldest) parts of my week.

At the end of the day, though, AA will go with the most competitive and cost-advantageous option (as they should), not necessarily the most comfortable one. They've got Embraer and Bombardier aircraft already in the stable, so it seems like a toss up for now.


25 sancho99504 : If they can get a mainline pay scale for the CR10, then it would definitely be feasible, albeit with maybe 12F, maybe 15F if they use them in the rig
26 Post contains links seatback : I guess this answers the question: http://finance.yahoo.com/news/americ...gns-agreement-begin-113000359.html This should be just the beginning.
27 commavia : Several thoughts/notes: * At least now it's finally official - AA shopping around for large RJs has been well known and expected for years * As a cus
28 sancho99504 : Interesting is all I can say. It looks like MQ missed the boat on this one. Are their costs still overly bloated that they can't compete with OO and
29 JoePatroni707 : In-fact they will--- • Through the agreement, Republic will acquire and staff all 53 Embraer-175 jets featuring a two-class cabin with 12 First Cla
30 seatback : You're not wrong yet. The Republic agreement is only for 50 airplanes. AA needs a lot more than that. Maybe they haven't been able to grow, or expand
31 commavia : Ah - interesting. Thanks. It makes sense these jets would get the MCE product, as they will be flying in and out of ORD on plenty of highly competiti
32 sancho99504 : I think there is a business case that would make probably 40-60 E35/45 sensible. I think those small number of markets may be able to in the future h
33 seatback : Cincinnati could also use some larger airplanes to both DFW and ORD!
34 sancho99504 : That's one thing I miss about DL is being able to fly OKC-CVG-ORD on CR7/9. There is no more OKC-CVG, but I can still get just about where I want dom
35 FWAERJ : When I first saw the AA/RAH deal, I immediately thought "If some of these E-Jets will be based at DFW, the two daily FWA-DFW frequencies will probably
36 AA777223 : Just saw this tweet. Interesting. Made me think of this thread. https://twitter.com/airchive/status/294458251020488704
37 Post contains links rfields5421 : Republic Airways to fly 76 seat Embraers for American http://www.wfaa.com/news/local/Ameri...ys-for-some-flights-188202791.html 53 aircraft to be pain
38 JoePatroni707 : Just wondering if this is the beginning of the end for Eagle... They need to do something and fast. They cannot be competative in any way shape or for
39 rfields5421 : I've been certain for about three years that the AMR board intends to shut down Eagle.
40 FWAERJ : The RAH deal is only the first of many 70-76 seat deals for AA/Eagle. More contracts will be coming, and I wouldn't be surprised if American Eagle Ai
41 apodino : There is one thing that could complicate the RAH deal down the road. The Pilots at Republic have been working under a bad contract for many years and
42 doug : I hope that Miami will fit in some where in this equation.It opens up a lot of possibilities network wide going forward its good to read positive pres
43 ripcordd : I think this is the start to the end of American Eagle they will never be able to compete with regionals like this. They have already started a ground
44 Post contains links and images commavia : I agree. There may yet be a viable business case for AA to hang onto some of those ERJs for some time longer - not another 20 years, but maybe anothe
45 loggat : LOL. I can think of at least 100 routes that would get the EJets before DFW-FWA. But good luck to you and I hope it works out.
46 FWAERJ : Eagle once operated the ATR72-212 and -500, which means that Eagle has experience with the type, so I think that an order for ATR72-600s is more like
47 mah4546 : I can see these going to all the hubs sans JFK. From LaGuardia on busy business routes to Charlotte, Atlanta, Nashville. From O'Hare to right-size mar
48 mah4546 : They will. First five rows on Y will be MCE.
49 apodino : How could anything less than mainline be considered right size on ORD-DCA?
50 mah4546 : The marketplace thinks different, as both UA and AA use RJs on this route. Eagle has two daily RJs and UA has six.
51 GSPSPOT : Just a slight tangent here, but my partner (DM with DL) flew AA Eagle DFW-LIT a month or so back and came away VERY impressed with the a/c interior an
52 mah4546 : That's standard. Also, PLATs and EXPs flying Eagle in coach get free large snack/alcohol.
53 commavia : Yep - agree with all of the above. AA will now be operating exactly 100 "large" 2-class RJs, and that's before the additional large RJs that would co
54 Post contains links seatback : According to ALPA, http://aviationblog.dallasnews.com/ the planes are going to ORD. It now make sense that some of the A319 may be deployed to MIA.
55 deltairlines : Makes complete sense - ORD is the market in the network that truly needs the range and capacity of the E-175. This can allow the ORD CR7s to slide ov
56 sancho99504 : I think ORD-OKC will remain a mix of CR7 and ER4 while OKC, MCI, COS, TUL, and IAH will remain CR7 for the time being. The reason I say this is becau
57 flyCMH : I was thinking along the same lines. However, taking it a step further, I wonder what the initial placement for these new birds will be and where the
58 Post contains images KELPkid : If they percieve the need for larger RJ's, I'm betting the person who made the decision to axe the F100 fleet is feeling dumb these days...
59 EaglePower83 : YES! That's why when I moved to AA, I was decently content with all the RJ flying from BDL, because I knew it was, essentially, mainline American Air
60 crAAzy : It's going to be rather interesting to see if/how AA chooses to deploy these new aircraft in the MKE airport. MKE is an all eagle operation on the gr
61 commavia : I think 4-5 A319s would be too much - more likely 3 A319s, or maybe 2 A319s and 2 CR7s/E175s. MKE-ORD is a perfect Q400 or ATR72 route. I think MKE c
62 seatback : So now that part of the orginial question has been answered, speculation begins as to what other deals are coming down the pike. 53 RJ won't cut it. I
63 jfklganyc : I think you are over labeling. The days of one airline for one hub ended with the Comair CVG mess a decade ago. You will likely see Republic in LGA/J
64 apodino : But this way adds a lot of cost to the regional partners, because then it requires them to open more crew domiciles, more MX bases...etc, and makes s
65 lightsaber : I've been reading this thead and now feel there is enough new information to comment. AA must be more flexible and the 50-seat era is coming to a clos
66 Acey559 : A few points. First, we (real Eagle) are not being shut down and the plans for divestiture are off the table. We will be getting larger planes but not
67 seatback : Compass? Care to elaborate?
68 Acey559 : Many rumors are floating about from multiple sources that the outsourcing isn't finished and an agreement is/will soon be signed with Compass to prov
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